Endurance high-altitude flying machine



Oct. 21, 1930. w H, EVERS El' AL ENDURANE HIGH ALTITUDE FLYING MACHINE AFiled Dec. 7., 1927 3 sheets-sheet i |1114 ITIL..

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Oct. 21', .1930.' w. H. EVERs El' AL ENDURANCE HIGH ALTITUDE FLYINGMACHINE Filed Dec. '7,l 1927 3 Sheets-Sheet 2 3 Sheets-.Sheet 3 lATTORNEY w, H. Evt-:Rs Er AL ENDURANCE HIGH ALTITUDE FLYING MACHINEFiled Dec.l

Oct. 21, 1930.

\\m\ I I Mem@ QN I+ QN @Il .4| M IL .v hw MVr/l. Q A l l i l I I I I I li l I l I I I l l l l I IIJ Patented Oct. 21", y1930 UNITED STATESPATENT oFl-ICE WILLIAM H. `Evans AND RICHARD DIEHL, or NEW YORK, N. Y.

IEXNIDUCRANCIEv HIGH-ALTITUDE FLYING MACHINE Application mea` nemer 7,1927. serial No. 238,315.

rll-his invention relates to flying'machines, particularly toaeroplanes, and" has for its principal object to provide an air goingvessel of this type which may be safely used '5 for endurance highaltitude flights.

vThere are several conditions under which endurance high altitudeflights can be carried out satisfactorily:

First, there must be the necessary air pressure for-respiration' by theoccupants when reaching altitudes where the atmospheric conditionsaffect an aviator in normal health. Second, the efficiency of the motormust remain constant at all altitudes. It has been found that theefficiency of the driving motor tends to decrease in approximateproportion to the decrease ofthe air density. It is for this-reason thataeroplanes wi h motors whose driving power varies cannotl be used f orcarrying heavy loads at hi h altitudes, especially for long distances.high altitude flights are very desirable and preferable to those of lowaltitude because of the more favorable meteorological conditions,the\possibility of avoiding rain, hail, etc., and because of the reducedresista-nce there encountered.

To solve the problem our inventionconsists in the provision of meansyfor proper respiration at high altitudes, which means include apressure cabin for the crew and passengers `of the aeroplane throughwhich air at the `required pressure will be circulated. y providing`such a .cabin'and insuring respira'- tion under the necessary pressureirrespec- 'tive of the altitude, persons in normal health couldundertake high altitude endurance flight Without having to undergo suchmedical tests as now necessary with the known aeroplane construction andrespiration equipments.

Another object 1s to prov1de means wherei by the air pressure suppliedto the` combustion mixture of the' driving motor will remain constantand furthermore to so construct vsaid means that both the cabin and;motor will be supplied with the compressed air from a singlesource.

A further object is to provide a compres. v 50 sion element for ralsingthev rareed atmosetl phere to the desired density and means for.operating the said compression element from the driving motor,

Our invention also cons1sts 1n the partlcu-- lar construction of thepressure cabin where- 55l by, in a comparatively simple manner andwithout waste of material it will be made sufficiently strong toeffectively resist theinner pressure and at the same time will notmaterially add` to the weight of the machine.

When using a motor whose driving power is to remain constant, the pitchof the propellers must be adj stable in, order that it may be variedto-suit t e requirements as the aeroplane ascends to higher altitudes,for it is obvious that in endurance flights it would be impractical tokeep on increasing the speed of the motor, as this would,not only put anundue stress on the material, but would also f sponding parts, Fig. 1 isa sectional side elevation of our new aeroplane; Fig. 2 a. sectionaltopplan view thereof; Fig.' 3- an en.- larged cross section on line -3-3 ofFig.' l. 35 Fig. '4 isfan enlarged sectionalvew of the motiontransmitting means between the compressor and the motor. Fig.v 5 is anenlarged fragmentary view of the propeller ad'usting mechanism. Fig. 6,is an enlarged rag- 9o mentary View of the carburetor chamber and isbroken away to disclose pipes which connect it with the pressuredistributing chamber. Fig. 7 is an enlarged vertical section oftheautomatic pressure control valve.l Fig. 8 is a section taken over thetop of thev diaphragm and on the line 8 8 of Figure 7 Fig. 9 is a crosssection on the liney 9,-9 of Figure -7. Fig. 10 is an enlarged detailView of a Acheck valve .in a compressor connecting pipe. Fig. 11 is acheck valve in the air chamber which encloses the carburetor.

Referring to the drawings more in detail denotes the fuselage of theaeroplane which is suitably shaped for the most favorable aerodynamiceffect, 11 denotes the supporting planes or wings. of conventional shapeaccording to the type of aeroplane used and 12 denotes a motor ofsuitable design.

13 denotes the carburetor which for the purpose of maintaining theconstant motor eilil ciency is mounted in a special chamber 14. Thischamber communicates with a second chamber 16 which in the following istermed the pressure distributing chamber and which in its turn isadapted to communicate with a compressor element 17 of any suitableconstruction. 18 denotes a chamber which serves as cabin for the crewand passengers. This cabin is arranged intermediate thevends of thefuselage and consists of a substantially cylindrical chamber whbse endwalls 18 are semi-spherically shaped. To effectively resist the innerpressure two or more reinforcing'hoops 19 are provided around the outercircumference of the chamber.

The chamber 18 is provided with a plurality of windows 20 of anysuitable' shape according to their location, and a door 21 adapted toopen inwardly. The frame 22 of the door is grooved as 22a to receive anannular flange 211i rovided around the door, suitable packing eingprovided in said groove to roduce an hermetic closure.

he pressure cabin in which, as above stated, crew and passengers areaccommodated,

has the object to afford respiration at normal pressure when theaeroplane is flying at high altitudes. The air pressure in the cabin 18whichis supplied from the compressors, as will be hereinafter explained,is held constant by means of a discharge valve 23. This valve iscontrollable, either by the hand wheel, or other suitable means.

T0 enable the pilot at all times to be sure that there is propercirculation of air inthe cabin, a fan 25 is provided in front of thevalve 23, which will revolve as long as air passes out. Suitable opticalor electrical indicating means (not shown) may be provided in front ofthe pilots seat to enable him to observe the working of said fan.

The quantity of air necessary for respiration is about 120 cubic metersper hour for four persons, in which case its humidity in the cabin willnot rise beyond 70% of complete saturation, and the carbon dioxide willnot be higher than 1/1000 of the ent-ire amount of air in the cabin.

The air is drawn into the compressors 17 through intake ducts 26arranged in the pressure zone of the fuselage as seen in Figure 2. Thecompressors then drive the air under pressure into the distributingchamber 16, from which it passes through the pipe 37 into Lerares thecabin 18. Air under pressure may also pass into the carburetor chamber14 through thel pipes 60 thus ensuring a proper gas mirture for themotor when ina high altitude. The compressors are adapted to be suitablycooled, so that their inner temperature will not rise beyond 0centigrade. lf possible the cooling of the compressors should be suchthat when the outer temperature is about 50 centigradethe temperature ofthe air compressed to 1 atmosphere does not exceed -100 to 50centigrade.

The compressors 17 may be driven from the motor 12 or by any suitablemeans. We prefer however to use the mechanism as illustrated inFigure 4of the drawing. @n the motor shaft 12a is fixed a friction disk 27.Extending diametrically across the surface of the disk are two shafts28, whose inner or adjacent ends bear in a suitable common centralbearing 29 and whose outer ends actuate the compressors 17. Intermediatethe compressors 17 and the central bearing 29 we provide friction disks30 keyed on the shafts 28 so as to revolve with the latter and bedisplaceable longitudinally thereto, i. e., radially relative to saiddisk 27.. To this end we provide two threaded spindles 31 extendingparallel and also diametrically relative to sai disk 27 and whose outerends are rotatively supported in the casings 17h-of the compressors 17and whose inner ends are rotatively supported in the central bearing 29.These yinner ends carry bevel gears 32 which mesh with a common bevelgear 33 carried by a spindle 34 adapted to be suitably manipulated fromthe pilots seat. On the threaded portions of said spindles 31 aremounted levers 35 'formed with forked portions 35 which engage aroundcollars 30 provided on the friction disks 30. By turning the spindles31- in one or the other direction the friction Wheels 30 will be causedto move closer to or farther away 4from. the centre of the disk 27,whereby the speed of the4 compressors will be correspondingly increasedor decreased. f

The compressors 17 draw in the ai-r through the intake ducts 26 andcompress the same. The compressed air is passed into the pressuredistributing chamber 16through a back stroke valve 36 provided in thepassage 17 connecting the compressor plant to said chamber 16. From thischamber 16 a part of the air passes into the pressure cabin 18 through-pipe 37 provided with a back stroke valve 38.

The pressure distributing chamber 16 is provided with an automaticpressure control valve 39 whereby the pressure is maintained constant atnormal atmospheric density. Means may be provided, if desired, formanual control of the pressure in tlie chamber 16. A valve 40 is alsoprovided in the said chamber whereby communication between the latterand-the carburetor chamber 14 can be cut o atwill by means of the lever58 and the tures 63.

rod 59, and when this is done, air is taken into the said chamber 14 bymeans of the valve 41.

The automatic pressure control valve 39 is illustrated in detail inFigures 7, 8 and 9. The construction is as follows: The base element 6lhas a transverse wall 62 and aper- The mid section 64 .is mounted on thesaid base element and has a. centralcylinder 65 in which are openings66. A piston 67 is positioned within the said cylinder and this isperforated vertically as shown. A plate 68 on the upper end of thepiston rod is secured to a sensitive diaphragm 69. The casing 70encloses the compression chamber 7.1 which.

has a vent 72, which vent is normally closed.

by the valve 7 3. The cap 74 is screwed down on the upper element andhas vents 75. In

the lower section, levers 76 are provided with adjustable weight balls77 and on these levers are fan blades 78. These fans together with theweight balls act to stabilize the piston through the collar 79. Theaction is as follows: At no altitude, or sea level, the cap 7 4 isopened up and air at ground level pres.- sure, approximately 15 lbs., istaken into the chamber 71. The cap is then screwed down to close thevalve 73; When, at a higher altitude, air is forced'into the pressuredistrib- 30 uting chamber 16, it will bear upward against the piston andwill be met with resistance by the diaphragm 69 which is backed by thenormal atmospheric pressure attained at the ground level. If thepressure in the chamber 16 rises above that required, viz., 15 lbs.approximately, the piston will rise slightly and air will escape throughthe vents 66 thus bringingthe distributing chamber pressure back tonormal.

In addition to the provision of the pressure chamber 18 and the meansfor maintaining constant t-he eiiiciency of the motor, endurance fli htsat high altitudes can be carried out sa ely only when the propellerblades are adjustable to different pitch, so as to main- 4 tain anapproximately constant draft irreving with a toot section 44.

spective of the. altitude. As already stated, with motors whoseeliiciency remains con- Sitnt the pitch of the propellers must be variale. 1

The propeller adjusting means illustrated in Figure 5 is as follows:thev propeller 42 is providedwit-h blades 43 borne in an adjustablesection 44a of the propeller hub 44. This adjustable section may beactuated from the pilots seat through any suitable means, as forinstance by -a member 45 slidably mounted on the stationary section 44.*of the propeller' hub 44 Iand operated by the lever 46 or the like fromthe pilot-s seat. The member 45 may be rovided with racks' 47 meshedportion of the'adjustable The cabin may not only accommodate the 4 crewand passengers but may also contain the motors in which case the specialchamber 14 enclosing the carbureter can be eliminated. The exhaust gasesfrom the, motor may be utilized for heating the cabin at high altitudes.To this end the same may be discharged from the motor into a vessel 48arranged below the bottom 18b of the cabin and which may be connected toradiator pipes 49 arranged in the latter. From the radiator pipes thedischarge gases pass into another vessel 50 from which they are allowedto pass out into the atmosphere.

It is obvious that various modiications may be made in the constructionwithout departing from the spirit of -our invention and for this reasonWe do not wish to limit ourselves to the details described and shown.

What we claim is:

1. In an air going vessel of the character described, a cabin havingpressure retaining walls, a compressor element and a pressuredistributing chamber adapted to force air into the said cabin, and apressure control valve having a compression chamber therein, whichchamber is normally closed to the outer air and has a diaphragm attachedtoa piston element and adapted to resist the raising of the same up tothe point where the force exerted against the said diaphragm is greaterthan the internal pressure of the said compression chamber. I l

2. In an air going vessel of the character described, a cabin havingpressure retaining walls, a compressor element and a pressure ing thesame, andperforations in the wallsy of the said cylinder which areadapted ,to be opened by the raising of the said piston.

3. In an air going vessel of the characterl described, a pressureretaining cabin, air compression means adjacent thereto and means1 todeliver air from the said compression means to the said cabin, and apressure control valve in the air delivery line of the said compressionmeans, and the said' valve constructed as follows, a compressionchambernormally closed to the outer air, means to admit airthereto andto again seal the said chamber, a sensitivediaphragm forming-the base ofthe said chamber, a piston connected to the said diaphragmfa cylinderabout the said piston and openings therein which are normally closed bythe said piston,fperfora tions in the said piston communicating with achamber below the diaphragm, and a chamber below the` said piston and astabilizing Weights and fan elements which act upon the rod of the saidpiston.

.4. 'In combination With an air ship of the character described, apressure retaining cabin of cylindrical form and having convex endWa11s, reinforcing hoops 'about the cylindrical. portion thereof and adoor provided with a flange which engages a marginal groove on the cabinWall, and communicating with the said cabin, air compressing means7 andin the line of said compressing means. a pressure control valve having acompression chamber; a diaphragm thereunder, and a piston acting againstthe said diaphragm and controlling vents in the valve Walis adjacentthereto.

In testimony whereof we aix our signatures.

WILLIAM H. EVERS. RICHARD DIEHL.,

